Device for indicating and recording the speed



5 Sheets-Sheet 1.

(No Model.)

H. L. GURRIER. DEVICE FOR INDIGATING AND RECORDING THE SPEED, &@., 0E

RAILROAD TRAINS.

Patgnted May 28 (NoModelJ 5 Sheets-Sheet 2. H. L. OURRIER. DEVICE FORINDIGATING AND RECORDING THE SPEED, &o., 01?

RAILROAD TRAINS.

No. 404,032. Patented May 28, 1889..

{No Model.) 5 Sheets-Sheet 3.

H. L. GURRIER. DEVICE FOR INDIGATING AND RECORDING THE SPEED, 620., OF

RAILROAD TRAINS. No. A04,032 Patented May 28, 1889.

WI jI/ESSEE v N s ums. Phclu Lmm q hen wmm m D c.

(No Model.) 5 Sheets-Sheet 4.

H. L.-0URR1RR. DEVICE FOR INDIGATING AND RECORDING THE SPEED, 820., OF

RAILROAD TRAINS. No. 404,032. Patented May 28, 1889.

WW /#55555 I W (No Model.)

H. L. GURRIER.

5 SheetsSheet 5.

DEVICE FOR INDICATING AND RECORDING THE SPEED, &c., OP

RAILROAD TRAINS.

,No. 404,032. Patented May 1,889.

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Train Iefi= q IOSTON 77/ 55555: mtg 1M4 UNITED STATES PATENT OFFICE.

HERBERT L. CURRIER, OF LYNN, l\lASSACl-IUSETTS,

DEVICE FOR lNDlCATlNG AND RECORDING THE SPEED, 810., OF RAILROAD-TRAINS.

SPECIFICATION forming part of Letters Patent No. 404,032, dated May 28,18 89.

Application filed May 12, 1888- Serial No. 273,662. (No model.)

To aZZ whom it may concern:

3e it known that I, HERBERT L. OURRIEE, of Lymuin the county of Essex,State of Massachusetts, have invented a certain new and usefulImprovement in Devices for Indicating and Recording the Speed, &c., ofRailway Trains, of which the following is a description sui'iicientlyfull, clear, and exact to enable any person skilled in the art orscience to which said invention appertains to make and use the same,reference being had to the accompanying drawings, forming part of thisspecification, in which- Figure 1 is a side elevation ofalocomotiveengine provided with my improvement, the track, a portion ofthe engine, and the cab being represented as broken away; Fig. 2, a rearend elevation of the same, the track being shown in vertical section;Fig. 3, a vertical sect-ion of the railway'track, showing acrossing-gate in end elevation; Fi 4, a sec tion taken on the line at atin Fig. 3, the gate being shown in side elevation and broken off; Fig.5, an enlarged sectional view showing certain details of construction;Fig. 6, an enlarged front elevation of the register, show ing theindicating-dial and clock, the actuating-rods being represented asbroken off Fig. 7, a side elevation of the same; Fig. 8, a verticallongitudinal section taken on line 8 8 in Fig. 7, the cab being shown insection andbroken away; Fig. 9, a vertical longitudinal section taken online 9 9 in Fig. 7 Fig. 10, a vertical transverse section taken on line10 10 in Fig. 6; Fig. 11, a vertical longitudinal section taken on line11 11 in Fig. 7; Fig. 12, a sectional view taken on line 12 12 in Fig.7, illustrating certain details of construction; Fig. 13, an enlargedsectional view showing the working of the governor, and Fig. 14 adiagram showing a portion of the recordstrip enlarged.

Like letters or figures of reference indicate corresponding parts in thedifferent figures of the drawings.

My invention relates to apparatus for indicating to the engineer thespeed at which a railway-train is traveling and at the same timerecording the rate of speed at all points of the route, the sounding ofthe whistle and bell on the locomotive, the position of the gates at thecrossings, and the time of leaving each station; and it consists incertain novel features, as hereinafter fully set forth and claimed, theobject being to produce a simple and eiifective device of thischaracter.

The nature and operation of the improvement will be readily understoodby all conversant with such matters from the following explanation:

In the drawings, A represents the locomotive; B, the cab; C D,therailway-tracks; E, the case containing the recording apparatus; F, therecording-slip; G, the indicating-dial, and II the clock.

The locomotive, cab, and tracks are of the ordinary form andconstruction.

The case E is hemi-cylindrical in form, and is preferably composed ofboiler-iron to prevent it from being broken in the event of an accident.The case is disposed in the cab B just above the boiler I (see Fig. 2)for convenience, and is provided with a thick plate of glass, 1), in itsfront, Fig. 6, if desired, and with a door, I), on each side, havingalock for securing it.

The clock H is hinged at (Z (see Figs. 0 and 7) to the front face of thecase E, and the speed-indicating dial G disposed on top of said case atthe rear portion thereof. Two pairs of standards, f, are disposed withinthe case E, on each side of the center thereof. Two longitudinal shafts,51, are journaled horizontally in the lower portions of said standards,and feed-rolls g are journaled on said shafts 51. (Sec Figs. 8, 9, and11.) The standards f are provided in their upper parts with slots h,(see Fig. 8,) and slidingjournal-blocks t' are disposed in said slots.Two longitudinal shafts, 52, are journaled at their opposite ends insaid sliding blocks and carry the upper feed-rolls, 7e, which coact withthe lower feed-rolls, g. (See Figs. 8, 9, and 11.) Tension-screws m aredisposed in the tops of the standards and engage the journal-blocks 2-for the purpose of regulating the pressure of the rolls to on the rollsg.

The recording-slip F, hereinafter described, is wound onto a spool whichis journaled within the case E, its free end passing between each set offeed-rolls 7; g (see Figs. 8 and 9) and over a vcrtically-arranged blockor table,

15, (see Figs. 8, 9, and 10,) disposed centrally between the standardsf. A horizontally-arranged main driving-shaft, J, (see Figs. 8, 9, and10,) is journaled in the side of the case and in a standard, 16, (seeFigs. 7 and 10,) at the rear of said case.

The shaft J is provided with a beveled gear, 17, on its outer end, whichintermeshes with a similar gear, 18, on the upper end of an inclinedshaft, K, (see Fig. 1,) leading to one of the small wheels on theforward trucks of the locomotive, a worm-gear, 19, on the lower end ofsaid inclined shaft intermeshing with a Worm on the axle of said wheel,as shownin Fig. 1, the mechanism within the case E being actuatedthereby. The lower end of the shaft K is supported in abracket, is,attached to the frame is of the forward truck. A horizontally-arrangedarm, 21, (see Fig. 10,) projects rearward from one of the rear standardsf, and a vertical shaft, 22, is journaled in the outer end of said arm,sa'id shaft being provided with a beveled gear, 23, which intel-mesheswith a like gear, 24, on the shaft J. On the upper end of the verticalshaft 22 is a gear, 25, (see Figs. 8 and 10,) intermeshing with apinion, 26, on the lower end of a centrifugal governor, L, said governorbeing similar to those ordinarily employed for governinga steam-engine.The lower portion of the governor L consists of a tube, 27, (see Fig.13,) which is fitted to rotate in an opening, 28, in the arm 21. Theupper section of the governor consists of a tube, 29, which is fitted toslide closely over the tube 27, and is provided on its upper end with acap, 30, having an interior annular chamber, 31. The cap and an annularflange, 32, on the lower end of the .tube 27 are connected by rods 33,hinged, re-

spectively, thereto, said rods being centrally connected withcentrifugal balls 34 in the usual manner.

A vertically-arranged rod, 35, is loosely disposed in the tubes 27 and29, and is provided with a fixed collet, 36, within the chamber 31 ofthe cap 30. (See Fig. 713.) The upper end of the rod is providedwitharack, 37, which inter-meshes with a gear, 38, (see Fig. 9,) on ashaft, 39, carrying the index-finger of the dial G, in the usual manner.(See Figs. 6 and 8.) The lower end of the rod 35 is provided with arack, 41, (see Figs. 10 and 13,)which intermeshes with a smallcog-wheel, 42, journaled on a shaft, 45, in an arm secured to across-bar, 43, (see Figs. 10 and 13,) connecting the rear standards f, alarge cog-wheel, 44, being fixed on a sleeve which constitutes anextension of the hub ofthe wheel 42, journaled on said shaft 45. A rod,46, is fitted to slide horizontally in the outer end of an arm, 47, (seeFigs. 10 and 13,) which arm is secured to a cross-bar, 48, (see Fig.11,) connecting the rear standards f. The inner end of said rod 46 isprovided with a rack, 49, intermeshing with the large cog-wheel 44, andin its opposite end is disposed a vertically-adjustable pencil, 50, thepoint of which rests upon the recording-slip F as it passes over thetable 15, said pencil being employed to record on said slip the speed atwhich the train is traveling throughout the entire trip in a mannerhereinafter specified.

The shafts 51 of the rolls g are extended rearward, their outer endsbeing journaled in short vertical standards 53. (See Figs. 10 and 12.)On the shafts 51,between the standards f and 53, respectively, aredisposed wormgears 54, (see Figs. 10 and 12,) which intermesh with wormson the driving-shaft J. A gear, 56, (see Figs. 10 and 11,) is secured toeach of the shafts 51, which intermeshes with a corresponding gear, 57,on each of the shafts 52, thereby causing all of the feed-rolls k g torotate in unison when the main shaft J is revolved.

The recording-slip F (see Fig. 14) consists of a strip of paper, at oneend of which is printed the number of the train, the places betweenwhich it runs, the time at which the train is scheduled to leave, thedate, names of the engineer and conductor, and a key to certain symbolsemployed to indicate crossings, bridges, 850., between the stations. theupper portion of the slip is printed a set of parallel longitudinallines, which are numbered consecutively with every fifth numeral fromnought to the number in miles per hour at which the locomotive iscapable of traveling, which in thepresent example is shown assixty-five. Below the set of lines described are printed two parallellongitudinal lines inclosing a space which is designated by the wordWhistle, other similar spaces being formed on th e slip, designated bythe words Bell, Gates, and Train left respectively. 0n the lower edge ofthe slip are printed at intervals the names of the stations on the routeand the symbols signifying curves, bridges, &c., as they occur, atransverse line beingprinted across the longitudinal lines on said slipat right angles thereto, beginning at each station-name and each symbOl.As the apparatus thus far described relates only to indicating andrecording the speed of the train, the action of the pencil 50 on theupper set of numbered lines on the slip and of the dial G will first beexplained.

Upon starting the train the inclined shaft K is caused to rotate by theworm on the axle of the wheel 20 of the locomotive-truck, therebysetting in motion the main driving-shaft J, which revolves the verticalshaft 22 and causes the lower tube, 27, of the centrifugal governor L torotate. As said tube revolves, the centrifugal balls 34 are thrownoutward, as shown by the dotted lines in Fig. 9, thus forcing the tube29 downward over the tube 27, causingthe cap 30 to engage the collet 36on the rod 35 and force said rod downward, thereby setting in motion thegears 42 and 44 and the rod 46, which carries the pencil 5O backward andforward over the numbered parallel lines on the slip F. The shaft Jatthe same time sets IIO in motion the feed-rolls k g by means of thegears 56 and 57, worm-gears 54, and worms 55 on said shaft, the slip Fbeing continuously fed between said rolls and over the table 15, undersaid pencil 50, which traces an irregular line thereon, as shown in Fig.14, over the numbered parallel lines described, the course of saidpencil on the slip being governed by the rate of speed with which thetrain moves and actuates the shaft J. )Vhen the rod 35 is forceddownward, as described, it causes the index-finger 40 to revolve on thedial G by means of the gears 37 and 38. The num ber of revolutions inamile made by the worm on the axle of the wheel 20 of the locomotivetruck being known, the intermediate gearing is so formed and thecentrifugal governor L so adjusted that the dial G will indicate to theengineer at any moment the exact speed at which the train is running.The revolutions of the feed-rolls 7t g being adjusted in the same mannerand the distance between the parallel lines on the slip F placed 'tocorrespond therewith, it will be obvious that the points of intersectionbetween the irregular line on said slip and the parallel lines willconstitute a record showing the exact rate of speed at all points on thetrip. For example, the irregular line in the drawings starts at thenought-line at its intersection with the trans verse line which extendsacross the slip from the word Boston, being the starting-point of thetrain. From this point, as the train advances, the irregular line isgradually traced upward to the parallel line numbered 25, showing thatthe train at this point has at tained a speed of twenty-five miles perhour. From this point it rapidly leads back to the nought-line, which itintersects just before it is crossed by a transverse line leading from alozenge-shaped symbol, which upon reference to the key will be shown toindicate a know-nothing crossing, or place at which the train iscompelled to stop, thus registering the fact, for examination by theproper officials at the termination of the trip, that the required stophad been made.

It will be obvious that in case of accident or other sudden stopping ofthe train the irregular pencil-line will be drawn directly from the lineshowing the rate of speed at the time of the accident to thenought-line, and thus record the exact place at which said accidenthappened. 7

A vertically-arrauged bracket or arm, 60, (see Fig. 10,) is secured toeach of two corresponding standards, f, and journaled in the top of saidbrackets is a horizontally-arranged shaft, 61. Pivoted horizontally onsaid shaft is a lever, 63, and hinged to the outer end of said lever isa vertically-arranged rod, 641, (see Fig. 8,) which passes through thecase E, and is fitted to slide vertically in a bracket, (55, secured tothe top of said case. To the upper end of the rod 61 is fastened acoiled spring, 66, which is connected with the ordinary whistle-pull,(37, by a cord, 68, passing Figs. 8 and. 10,) journaled in the lowerends of the brackets (30. A pencil, 73, is fixed in a socket at thepivot 71 in position to have its point engage the slip F in the spacebetween the parallel lines marked \Vhistle on said slip, when thewhistle-pull is operated, and the pivoted levers and bars described areactuated thereby, thus indicating on said slip the places at which thewhistle is sounded throughout the trip. A similar lever, 72, is pivotedon the rod 6], and has a vertical rod, 17 3, hinged to its outer end,and which passes upward through the case E and the bracket 65, the rod173 being provided with a spring, 74, and a cord, 7 5, connecting saidspring and the ordinary bell-pull, 7 6. A pencil, 78, (see Fig. 10,) isconnected with the lever 17 2 by a system of bars pivoted to said leverand the shafts 61 and 77 in the bracket in the same manner as the pencil73, said pencil 7 8 being adjusted over the spaced marked Bell on therecording-slip F, so that when the bellpull 76 is operated said pencilwill mark on said slip, as it passes over the table 15, the exact placeson the route at which the bell is sounded.

The clock H is hinged at cl to the front of the case E, as described,(see Fig. 10,) and is sustained in a vertical position by a fiat spring,80, secured to said case. The main shaft 81, which bears the minute-handof the clock in the usual manner, is extended rearward through saidcase, its rear end being journaled in the lower end of a vertical rod,82. An elastic curved lever, 83, (see Fig. 8, in which said lever isshown as broken oif,) is pivoted on the shaft 61, (see Fig. 10,) itsinner end being hinged to the upper end of the vertical rod 82 and itslower end hinged at 84 to the inner end of a horizontally-arrangedlever, 85, pivoted at 86 in the wall of the case E.

The sleeve 87, (see Fig. 10,) inclosing the arbor or main shaft 81 ofthe clock and carrying the hour-hand thereof, in the usual manner, isextended rearward through the front of the case and is'journaled inthelower end of one arm of an inverted-U-shaped truss-bar, 80, (see Fig.10,) the opposite end of said bar being fastened to the lower end of thevertical rod 82, in which the shaft 81 is journaled. Secured to theshaft 81, between the arms of the U-shaped bar 89, is a circular disk,90, provided on its periphery with type figures or numerals from 1 to60, arranged consecutively to represent the minutes in an hour. A disk,91, numbered in like manner from 1 to 12, is secured to the inner end ofthe sleeve 87 between the arms of the U-shaped bar 89, the numeralsthereon representing hours. An inclined rod, 92, (see Figs. 1 and 8,)passes preferably down through the cab B by the fire-box M ofthelocomotive. The upper end of the rod 92 passes through an eye, 93, inthe outer end of the horizontal lever 85 and is provided with a cap orflange, 94, a coiled retracting spring, 95, being disposed on said rodbetween said flange and eye. The lower end of the rod 92 (see Figs. 1and 5) is provided with a vertical slot, 97, in which a pin, 98, isfitted to slide, said pin being secured in the end of a horizontal armof a bell-crank lever, 100, pivoted at 102 to the fire-box M, thevertical arm of said lever projecting downward toward the road-bed.

Secured to a tie, 103, (see Fig. 1,) near the rail 0, is avertically-arranged bar, 104, adapted to engage the vertical arm of thelever 100 as the train starts from each regular stoppingplace orstation, the lower end of said arm being beveled, as shown at 1.05 inFig. 5, to

.enable it to slip over the top of said bar, a

stop, 106, being provided on said arm to prevent said lever from beingturned too far. When the lever 100 engages the bar 104, as described,the vertical rod 92 is pulled downward by said lever, forcing thespring-lever 83 upward and causing the rod 82, pivoted to the inner endof said lever, to be forced downward. As the rod 82 descends, the shaft81 and sleeve 87 of the clock H are carried downward by said rod,thereby forcing the typefigures on the disks 90 and 91 into contact withthe recording-slip F, passing over the table 15, as above described. Thedisk 90 strikes the slip F in the longitudinal space marked M and thedisk 91 in the space marked H on said slip, the numbers imprinted bysaid disks respectively showing the time, as indicated by the clock H,at which the train started. For example, the slip F, as represented inFig. 14, shows that train No. 18, between Boston and Portland, scheduledto leave at 7 p. m., Feby. 29,1888, left Boston on time at seven oclook,and left Somerville, the next succeeding station, at five minutes afterseven.

- The crossing-gates P (see Figs. 3 and 4) are of the form andconstruction common in gates of this description, and are operated by acrank, 107, and counterbalanced by weight P. To the outer end of thecrank-shaft 108 is se-- cured a downwardly-projecting arm, 109, andpivoted by its upper end to said arm is a vertically-arranged rod, 110.A horizontally-arranged rod, 112, is jourualed in brackets 113, securedto a tie, 114, the inner end of said rod being pivoted by means of acrank-lever, 115, to the lower end of the vertical rod 110. To the outerend of the rod 112 is fixed a cranklever, 116, the upper end of saidlever being pivoted at 117, Fig. 4, to one end of a horizontalrod, 118,arranged along the web of a rail, 0. (See Figs. 1 and 4.) A bell-cranklever, 119, is pivoted to a standard, 120, on a tie,121, one arm of saidlever being pivoted to the outer end of the horizontal rod 118 and theother arm projecting upward above said track (see Fig. 1) in position toengage an arm of a bell-crank lever, 122, pivoted to the fire-box M inthe same manner as the lever 100. A horizontal lever, 123, (see Fig. 8,)is pivoted at-124 in the side of the case E in the same manner as thelever 85, and is provided on its outer end with an eye, 125. An inclinedrod, 126, similarly disposed to the rod 92, passes through said eye andis provided with a cap, 127, and a coiled retractingspring, 128,disposed around it between said cap and eye. The lower end of the rod126 is provided with a slot, 129, (see Fig. 1,) in which a pin on thehorizontal arm of the lever 122 slides in the same manner as the pin 98in the slot 97 of the rod 92, already described. To the inner end of thelever 123 is pivoted the lower end of a curved elastic lever, 130, (seeFig. 8,) said lever 130 being secured to the shaft 61 in the same manneras the lever 82. A vertical rod, 131, is pivoted to the inner end of thelever 130, (see Fig. 10,) the lower end of said rod being pivoted to theouter end of a bar (not shown) corresponding to the bar 72,

secured to the shaft 77. A pencil, 132, is selength to enable the gatesP to be lowered" and throw an arm of the lever 119 into the path of thelever 122 on the approaching train.

When the lever 122 engages the lever 119, as

described, the rod 126 is pulled downward, causing the elastic lever 130to be pushed upward and thus force the point of the pencil 132 down ontothe slip F in the gate-space of said slip, thereby recording the factthat the gates were properly closed when the train passed.

It will be understood that the apparatus described is to enable theproper officials of the road to ascertain if the engineer, fireman, andgate-men have properly performed their duties.

The record on the diagram or slip F, 'as shown in Fig. 14, reads asfollows: Train No. 18 left Boston for Portland on time at 7 oclock inthe afternoon of February 29, 1888. The bell was rung at starting. Thewhistle was sounded before reaching the first knownothing crossing andthe train stopped there, the highest rate of speed attained thus farbeing twenty-five miles per hour. The train attained a speed ofthirty-five miles per hour between the crossing stated and a sharp curvefollowing. A stop was made at the next crossing and the gates wereproperly lowered; but neither the whistle norbell was sounded, therebeing .no marks in the proper spaces near the transverse line runningfrom the lozenge-shaped symbol indicating the second crossing. The trainstopped at Somerville,

the whistle being sounded before reaching the station and the bell rungupon arriving and departing therefrom. The gates are shown to have beenlowered, and the slip indicates that the train left said station at fiveminutes past seven oclock.

Having thus explained my invention, what I claim is 1.. The combinationof a record-slip, actuating mechanism therefor connected with an axle ofthe train, a shaft provided with two gear-wheels, a horizontally-slidingrod provided with a rack at one end which is engaged by one of saidgear-wheels and wit-h a pencil-holder at the opposite end for carryingapencil to inscribe said record-slip, a centrifugal governor comprisingupper and lower intersliding tubes, arms hinged thereto and balls onsaid arms, the upper tube being provided with a cap having an interiorchamber and the lower tube with a pinion, a vertical rod extendingthrough said tubes and provided with a collet on its upper part withinsaid chamber and with a rack at its lower end which engages the other ofsaid gearwheels, and mechanism for actuating said pinion connected withan axle of the train.

2. The combination of a record-slip, actuating mechanism thereforconnected with an axle of the train, a shaft provided with twogear-wheels, a horizontally-sliding rod provided with a rack at one endwhich is e11- gaged by one of said gear-wheels and with a pencil-holderat the opposite end for carrying a pencil to inscribe said record-slip,a centrifugal governor comprising upper and lower intersliding tubes,arms hinged thereto and balls 011 said arms, the upper tube beingprovided with a cap having an interior chamber and the lower tube with apinion, a vertical rod extending through said tubes and provided with acollet on its upper part within said chamber and with a rack at itslower end which engages the other of said gearwheels, mechanism foractuating said pinion connected with an axle of the train, an indicator,and a rack on the upper end of said vertical rod and engaging a pinionof the indicator for actuating the index-finger thereof.

3. In a device of the character described, the combination of a case, arecord-slip within said case, mechanism actuated by a wheel of the trainfor moving said slip, a clock hinged to said case, the main shaft orarbor and sleeve thereof being extended and journaled in. said case, twodisks disposed, respectively, on said shaft and sleeve and provided withtype-numerals on their peripheries, a track provided with a fixedvertically-arranged bar, and adjunctive mechanism on the train adaptedto engage said bar and cause said disks to be forced against the slipand their numerals imprinted thereon, substantially as specified.

4:. In a device of the character described, the combination of alocomotive, a track, a case, a record-slip within said case, mechanismactuated by a wheel on the locomotive for moving said slip, a clockhinged to said case and having its main shaft and sleeve journaledtherein, two disks provided with typenumerals on their peripheries andrespectively secured to said shaft and sleeve, a horizontal leverpivoted in said case, a curved elastic lever connecting said horizontallever and shaft, a bell-crank lever pivoted to said locomotive, avertically-arranged rod connecting said bell-crank lever with saidhorizontal lever, and a bar secured to the track in position to engagean arm of said bell-crank lever as the train passes over the sam e,substantially as set forth.

5. In a device of the character described, the combination of a case, arecord-slip within said case, feed-rolls for said slip, mechanismactuated by a wheel of the train for rotating said rolls, a pencildisposed within said case, a track, a crossing-gate for said track,mechanism operated by said gate, whereby a bar is thrown into a verticalposition on said track when the gate is lowered, and adjunctivemechanism on the locomotive adapted to be tripped by said bar and causesaid pencil to indent said'slip, substantially as specified.

6. In a device of the character described, the combination of a case, arecord-slip within said case, feed-rolls for said slip, mechanism foractuating said feed-rolls driven by a wheel on the train, a pencil, ahorizontal lever pivoted in said case, a curved elastic lever connectingsaid horizontal lever and pencil, a bell-crank lever pivoted to thelocomotive, an inclined rod connecting said horizontal lever andbell-crank lever, a track, a crossing-gate, and mechanism operated bythe gate to throw a bar upward on said track when the gate is lowered inposition to engage said bell-crank lever and cause the pencil to indentthe slip as the train passes the gate, substantially as set forth.

'7. In a device of the character described, the combination of a case, arecord-slip within said case, feed-rolls for said slip, mechanism foractuating said feed-rolls driven by a wheel of the train, a pencildisposed. within said case, a track, a crossing-gate operated by acrank, a rod disposed horizontally on said track, a lever pivoted tosaid crank and rod, a bell-crank lever pivoted to a tie and to the outerend of said rod, so that an arm thereof will project above the trackwhen said gate is lowered, and mechanism disposed on the locomotive inposition to be tripped by said bell-crank lever as the train passes andcause said pencil to indent said slip, substantially as specified.

8. The combination, with a railwaywehicle, of a time-recorder comprisinga record-slip, mechanism actuated by a wheel of the vehicle for movingsaid slip, a disk provided with type-numerals indicating hours adaptedto print on said slip, a disk: provided with typenumerals indicatingminutes, also adapted to print on said slip, a clock for rotating saiddisks, a fixed bar projecting from the roadbed, and mechanism on thetrain adapted to be tripped by said bar for causing said disk to imprintsaid slip.

9. In a device of the character described, the combination of arecord-slip, a pencil adapted to mark or indent said slip, mechanismactuated by a Wheel of the train for moving said slip, acrossing'-gate,a bar connected IO with said gate and adapted to bethrown into position to engage mechanism on the train inclosing saidgate, and adjunct-ive mechanism on the train adapted to engage said baras the train passes it and cause said pencil to indent said slip,substantially as set forth.

Witnesses:

O. M. SHAW, E. H. SPINNEY.

HERBERT L. CURRIER.

